The only electric shunting locomotive that SNCF put into service was the CC 1100. It was developed for the PO, but delivered directly to SNCF. It had low power, but six axles for high traction. Only two axles were driven directly by the traction motors, the others were connected by coupling rods. A rotating converter allowed stepless control. The locomotives were modernized between 1989 and 1995 and retired between 1998 and 2005.

With the BB 9003 and 9004, the first two four-axle SNCF express electric locomotives were built in France. For the power transmission, a cardan shaft was used for the first time in order to optimally cushion the traction motors. In 1955, the 9003 was the first locomotive to cover a longer distance with remote control. In the same year, the 9004 set a speed record of 331 km/h. The locomotive had previously been extensively modified in order to be able to reach this speed. The record runs were carried out together with the CC 7107, which had just reached 326 km/h.

The CC 14100 was one of the electric locomotives ordered by the SNCF to find the right type of traction electrics for their new 25,000 V AC lines. In contrast to the CC 14000's complex three-phase system, it only had DC traction motors. But in this case, the 25,000 V current was first transformed to 3,000 V and fed into an electric motor that was connected to two generators. The power from these two generators was then used to feed the six traction motors. 

Like all its sisters, it had a crocodile-like appearance with a central cab and two long and low hoods. Due to this, these were all called “fer à repasser” (flatiron). These locomotives showed to be more reliable than the CC 14000. Despite their lower power, they managed to haul trains of 1,850 tonnes up a 1.1 percent incline and up to 3,500 tonnes on 0.5 percent, although at low speeds.

But since their area of operation was to haul heavy trains loaded with coal, ore, steel or scrap on winding secondary lines, these characteristics were well suited. In the seventies when transport volumes in this area sank, it was hard to find many other tasks due to the low top speed of 60 km/h. The first withdrawals took place in 1984, but it took until 1997 for all locomotives to disappear.

To test the optimum technology for electrification with 25,000 V and 50 Hz, the SNCF had four different types of electric locomotives built by different manufacturers. Testing took place on the line between Lille and Thionville, where heavy freight trains had to be moved over steep gradients. In addition to the BB 12000, BB 13000 and CC 14100, 20 CC 14000 were built with three-phase traction motors and a rotating converter. Although the electrical operation was a success in itself, the complexity of the CC 14000's technology meant it could not stand the test.

In the search for powerful and fast, four-axle electric locomotives, the SNCF had already made trials with the BB 9001 to 9004. The result was the BB 9200 that was manufactured since 1957. Due to the bogies designed by André Jacquemin, they got the nickname “BB Jacquemin”. The basic variant could reach a top speed of 160 km/h and was initially used for important passenger trains from Paris into the southeast.

For the “Le Capitole” express, two locomotives were built with bogies which were good for 250 km/h. They were approved for 200 km/h and four additional locomotives were rebuilt for 200 km/h. After new locomotives and the TGV had been introduced in the early eighties, they were relegated to freight and commuter service. The last ten were retired from commuter service in 2010.